US4275804A - Controlling and operating device for friction clutches for motor vehicles - Google Patents

Controlling and operating device for friction clutches for motor vehicles Download PDF

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Publication number
US4275804A
US4275804A US05/974,004 US97400478A US4275804A US 4275804 A US4275804 A US 4275804A US 97400478 A US97400478 A US 97400478A US 4275804 A US4275804 A US 4275804A
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United States
Prior art keywords
valve
cylinder
clutch
pressure
pneumatic
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US05/974,004
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English (en)
Inventor
Istvan Szarka
Janos Urbantsok
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Autoipari Kutato Intezet
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Autoipari Kutato Intezet
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/068—Control by electric or electronic means, e.g. of fluid pressure using signals from a manually actuated gearshift linkage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D2048/0209—Control by fluid pressure characterised by fluid valves having control pistons, e.g. spools
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1026—Hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1028—Pneumatic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10443—Clutch type
    • F16D2500/1045—Friction clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/314—Signal inputs from the user
    • F16D2500/31406—Signal inputs from the user input from pedals
    • F16D2500/31413—Clutch pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/314—Signal inputs from the user
    • F16D2500/3146—Signal inputs from the user input from levers
    • F16D2500/31466—Gear lever
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/7041—Position

Definitions

  • the invention relates to a controlling and actuating device for a motor-vehicle main clutch, provided with a frictional insert and arranged between the driving engine and a manually operated multi-stage change-speed gear.
  • the clutch can be operated either by a pedal or automatically when the change-speed gear is operative.
  • the latter system consists of an electro-hydraulic valve fitted in the ducting that connects the two working cylinders, a feed pump, an electro-hydraulic control valve and a controlling/evaluating unit.
  • the mechanism ensures both quick release of the clutch on gear change, and gradual engagement at a predefined speed of the clutch, thus achieving the required clutch slip.
  • the object of the invention is to provide a system for operating and controlling a clutch, that is simpler and cheaper than known devices and which can also be used on heavy-duty vehicles.
  • the brake system In motor vehicles of the heavy category the brake system is generally operated by compressed air, therefore we have aimed at exploiting this source of energy for the operation of the automatic system.
  • the provision of a separate hydraulic pump becomes superfluous and the automatic system can be coupled to the existing servo-assisted pneumatic valve system of the motor-vehicle clutch pedal.
  • the invention is an improvement of controlling and operating devices for motor-vehicle friction clutches that are arranged between the engine of the vehicle and the manually operated multi-stage change-speed gear.
  • the controlling and operating device is provided with an operator-actuated electric switch acting together with the gear shift lever of the vehicle and with a limit switch that allows to de-activate the controlling and operating device, the limit switch co-acting with the clutch pedal of the vehicle.
  • the essence of the invention resides in that it provides a a first hydro-pneumatic release unit consisting of a pneumatic working cylinder coupled to a hydraulic working cylinder, where the pressure chamber or space of the first cylinder is connected via hydraulic elements to the hydraulic working cylinder of the clutch of the vehicle, the pressure chamber or space of the second cylinder being connected via an electro-pneumatic control valve to the source of the pneumatic pressure medium of the vehicle.
  • the valve closes in its rest position ducting between the source and the chamber of the second cylinder, while it opens other ducting that connects the same chamber with the inventive retarding blow-off unit, that communicates with the free atmosphere. In its operative position the valve opens the first-named ducting and closes the other ducting.
  • the circuitry of an electromagnet of the electro-pneumatic valve includes the earlier-mentioned electric switch and limit switch that are connected in series.
  • the retarding blow-off unit that provides the necessary slip on engagement of the clutch includes an expansion tank connected to the electromagnetic control valve and a flow throttle arranged in the outlet of the expansion tank.
  • the retarding blow-off unit includes a pressure-limiting control valve, connected to the electro-pneumatic valve and a flow throttle connected in parallel to the pressure-limiting valve.
  • the retarding blow-off unit includes a pressure-limiting valve connected to the electro-pneumatic control valve, ducting for the pressure medium, connected in parallel with the valve and fitted with a flow throttle, as well as an expansion chamber connected in series with the two previous elements and having a throttle aperture communicating with the free atmosphere.
  • FIG. 1 is a schematic layout of a clutch and a circuit diagram of the operating and controlling device according to the invention.
  • FIGS. 2 and 3 show further embodiments of blow-off units incorporated in the inventive device.
  • FIG. 1 a friction disc 4 of a clutch 5 is sandwiched by a flywheel 2 fastened on a shaft 1 of an exemplary engine and by a pressure plate 3 journalled in the flywheel.
  • the friction disc 4 is connected to a shaft 6 of a change-speed gear (not shown) by a splined connection.
  • the pressure plate 3 is pressed against the friction disc 4 by springs 7.
  • Pressure arms 8 are journalled on the plate 3 and bear on the one hand against flywheel 2 and, on the other hand, in the manner of two-armed levers, against a thrust bearing 9. The latter is arranged on the shaft 6.
  • a clutch releasing lift-out arm 11 constructed as a two-armed lever and journalled on a pivot shaft 10, arranged in the non-illustrated housing of clutch 5 bears on thrust bearing 9.
  • a piston rod 12 of a piston 13 of a hydraulic working cylinder 14 is linked to the arm 11.
  • the cylinder 14 is connected via a pipeline 15 to a distributor check valve 16 to which the hydraulic cylinder 19 of a pneumatic servo-assisted foot valve 18 of a clutch pedal 23 is connected by a hydraulic pipeline 17.
  • a hydraulic cylinder 26 of an automatically controlled hydro-pneumatic release cylinder 25 is also connected via a hydraulic pipeline 24 to the valve 16, and a piston 27 of the cylinder 26 is positively connected to a piston 29 of a pneumatic cylinder 28.
  • a conventional compressed-air tank 30, of a pneumatic system of the motor vehicle is connected via a pipeline 30b to an air compressor 30a.
  • the air tank 30 is connected via a pipeline 31 to the valve 18 which is of a well known construction.
  • a piston 20 of the hydraulic cylinder 19 of the foot valve 18 is positively linked to a piston 22 of a pneumatic cylinder 21.
  • An expansion chamber 37 of the a first exemplary retarding blow-off unit 36 is connected via a pressure-medium pipeline 35 to an outlet of an electro-pneumatic control valve 33 and communicates with the free atmosphere through an adjustable throttle 38. From the release cylinder 25, a pipeline 34 leads to the valve 33, and from the latter another pipeline, identified by numeral 32, leads to the earlier-mentioned line 31, and thus to the air tank 30.
  • an electromagnet 48 of the valve 33 In an electrical circuit of an electromagnet 48 of the valve 33, the following elements are arranged in series connection: one terminal of the electromagnet 48 is connected to the positive pole 45 of an accumulator (battery) 44 by a lead 47; the other terminal of the electromagnet 48 is connected to one of the terminals of a limit switch 50 by a lead 49; one of the terminals of an electric switch 43 is connected to the other terminal of the limit switch 50 by a lead 51, while the other terminal of the switch 43 and the negative pole 46 of the accumulator 44 are grounded.
  • the limit switch 50 is fitted in such a way that it is closed when the clutch 5 is in its rest position and when the clutch pedal 23 is pressed down, the switch 50 opens.
  • a handle 40 is linked to a gear-shift lever 39 by a pivot hinge 41 provided with a return spring 42.
  • the electric switch 43 is arranged in the pivot hinge 41 and is in its open position when the handle 40 is in its rest (neutral) position.
  • the handle 40 rotates around the pivot hinge 41 due to the manual force exerted upon it and closes the switch 43 whereby the valve 33 becomes operational.
  • the handle 40 is restored to the neutral (middle) position and opens the switch 43.
  • FIG. 2 shows another embodiment of the blow-off unit (36 in FIG. 1), numbered 36a where a pressure-limiting valve 55 and an adjustable throttle 60 (somewhat similar to throttle 38 of FIG. 1) are connected in parallel to the output (pipeline 35) of the control valve 33.
  • a piston 57 biased by a spring 58 is located in a housing 56 of the valve 55, arranged in a branch 53 of the pipeline 35.
  • In the valve housing 56 there is formed an aperture 59 which is covered in the rest position by the piston 57.
  • the branch pipeline 53 and another branch pipeline 54 fitted with the throttle 60, are united and after their junction continue as a common pipeline 61 which opens into the free atmosphere.
  • FIG. 3 illustrates a third embodiment of the blow-off unit (36 in FIG. 1), identified generally as 36b.
  • the unit connected to the control valve 33, is essentially a combination of the details illustrated in FIGS. 1 and 2.
  • the pipeline 35 connected to the output of the valve 33 is divided into a branch line 63 containing an adjustable throttle valve 65, and a branch line 64 having a pressure-limiting valve 66 therein.
  • This valve 66 is of a construction similar to that shown at 55 in FIG. 2.
  • the branch pipelines 63, 64 are united and past their junction continue as a common pipeline branch 67 to which is connected an expansion chamber 68 communicating with the free atmosphere via another adjustable throttle 69 arranged in an exhaust or blow-off pipeline 70.
  • throttle valves 65, 69 are essentially similar to the earlier-described adjustable throttle 60, while the expansion chamber 68 is substantially the counterpart of the described chamber 37.
  • the device illustrated in FIG. 1 operates as follows: To start the motor vehicle when stationary, the driver has to operate the clutch 5 by means of the foot pedal 23; when the latter is pressed down, the limit switch 50 breaks the electric circuit and disables the controlling device. Thereafter, both the clutch 5 and the gear change (parts 39 to 43) are exclusively manually operated. The driver disengages the clutch 5 and thereafter puts the engine into first gear with the aid of the gear-shift lever 39 and by releasing slowly the pedal 23 causes the clutch 5 slipping, thus starting the movement of the vehicle.
  • valve 18 On depression of the pedal 23 the valve 18, in a known manner releases, compressed air flows from the tank 30 i.e. from pipeline 31 into the cylinder 21, the piston 22 of which causes the movement (in FIG. 1, downwardly) of the piston 20. Due to the circulating fluid, the valve 16 blocks the flow towards the cylinder 25, and the fluid or air is allowed to flow only into the working cylinder 14, thus setting piston 13 into motion and releasing the clutch 5 via lift-out arm 11.
  • the automatic controlling and operating device of the invention can now be brought into operation.
  • the clutch pedal 23 must remain in its rest position while the gear-shift lever 39 is operated to avoid actuation of the limit switch 50 by displacement of the pedal 23.
  • This blow-off unit 36 regulates the closing speed of the clutch 5, i.e. the duration of the slip.
  • Compressed air flows from the cylinder 28 into the expansion chamber 37 and from there, via the throttle 38, into the free atmosphere.
  • the volume of the expansion chamber 37 and the adjustably constructed throttle 38 are chosen so that they are coordinated with the volume of the pneumatic cylinder 38 to ensure that the closing of the clutch 5 is gradual and occurs with a slip while the driver gradually presses the pedal 23 to accelerate the engine.
  • the efficiency of operation of the inventive device depends fundamentally on the characteristics of the blow-off unit 36 which itself is matched to the clutch 5.
  • the air pressure in the pneumatic cylinder 28 decreases in two stages. In the first stage, the characteristics of the closing spring 7 of clutch 5 predominates. It regulates the speed of closure of the clutch 5 by opening the pneumatic cylinder 28 to the expansion chamber 37, the volume of which is so chosen that at the final expansion pressure, the pressure plate 3 closes only to the slip position.
  • the described decrease in pressure is characterized by an exponential curve during which compressed air flows from the expansion chamber 37 and from the pneumatic cylinder 28 via the throttle 38 into the free atmosphere, and atmospheric pressure is gradually reached in the blow-off system 36.
  • the variant according to FIG. 3 is a combination of the two preceding embodiments.
  • the compressed air flows from the pneumatic cylinder 28 via the pressure-limiting valve 66 and the parallel-connected throttle 65 into the expansion chamber 68 for so long as the valve 66 is not closed; thereafter, while the valve 66 is closed, it flows exclusively via the throttle 65 into the expansion chamber 68, and via the throttle 69 out into the free atmosphere.
  • This embodiment ensures matching within wider limits than in the previous embodiments while providing the shortest closing of the clutch with the longest i.e. smoothest slip.
  • the controlling and operating device according to the invention can also be incorporated or retrofitted in existing motor vehicles that are provided with a compressed-air system, and is particularly recommended where the clutch operating device is manufactured as a hydro-pneumatic type, i.e. it is provided with a hydraulic release cylinder and a hydro-pneumatic foot valve.
US05/974,004 1977-12-30 1978-12-28 Controlling and operating device for friction clutches for motor vehicles Expired - Lifetime US4275804A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
HU77AU390A HU177540B (en) 1977-12-30 1977-12-30 Control-operating device formain friction clutch of a vehicle
HUAU390 1978-12-30

Publications (1)

Publication Number Publication Date
US4275804A true US4275804A (en) 1981-06-30

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US05/974,004 Expired - Lifetime US4275804A (en) 1977-12-30 1978-12-28 Controlling and operating device for friction clutches for motor vehicles

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US (1) US4275804A (fr)
DE (1) DE2856150A1 (fr)
HU (1) HU177540B (fr)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5094079A (en) * 1987-10-22 1992-03-10 Automotive Products Plc Master cylinder assembly
US5105922A (en) * 1991-04-01 1992-04-21 Dana Corporation Hydraulic clutch and transmission actuating system
US5273143A (en) * 1991-07-30 1993-12-28 Fichtel & Sachs Ag Arrangement for operating a friction clutch of a motor vehicle, in particular of a truck
US5363946A (en) * 1993-06-02 1994-11-15 Chang Shih Hung Automation device for automobile manual shift system
EP1134457A3 (fr) * 2000-03-14 2004-11-17 MAN Nutzfahrzeuge Aktiengesellschaft Appareil et procédure por réduire la charge de travail d'un conducteur dans un véhicule avec boíte de transmission manuelle
CN101524962B (zh) * 2009-04-17 2012-07-04 北京理工大学 离合器操纵系统
US20130113597A1 (en) * 2010-06-28 2013-05-09 Abb Technology Ag Transformer with shielded clamps
CN103115085A (zh) * 2013-03-12 2013-05-22 湖南南车时代电动汽车股份有限公司 一种混合动力车用自动离合器执行机构
CN106164524A (zh) * 2014-03-31 2016-11-23 舍弗勒技术股份两合公司 离合器操纵设备
CN106704576A (zh) * 2017-01-03 2017-05-24 特百佳动力科技有限公司 一种用于汽车手动变速箱的自动离合器控制系统
RU179916U1 (ru) * 2018-01-22 2018-05-29 Публичное акционерное общество "КАМАЗ" Пневмогидравлический привод сцепления

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3002084A1 (de) * 1980-01-22 1981-07-23 Daimler-Benz Ag, 7000 Stuttgart Hydraulische gasregulierung
EP0082893A1 (fr) * 1981-12-29 1983-07-06 Volvo Car B.V. Dispositif de commande pour mécanisme de transmission
DE69019172T2 (de) * 1989-01-13 1995-10-12 Iveco Fiat Kraftfahrzeug-Antriebssteuerungssystem.
SE469608B (sv) * 1990-03-12 1993-08-02 John Lennart Axelsson Anordning vid motordrivna fordon foer halvautomatisk ur- och inkoppling av drivningen
DE4439447C1 (de) * 1994-11-04 1996-03-14 Daimler Benz Ag Notkuppeleinrichtung
DE102004044733A1 (de) * 2004-09-15 2006-03-16 Bayerische Motoren Werke Ag Kupplungssteuerung für Fahrzeuge, insbesondere für Motorräder

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2560870A (en) * 1947-10-09 1951-07-17 Mack Mfg Corp Automatic shifting mechanism for hydraulic-mechanism transmissions
US2637425A (en) * 1951-05-25 1953-05-05 Bendix Aviat Corp Transmission operating mechanism
US2945100A (en) * 1955-02-14 1960-07-12 Ferodo Sa Gear-changing control
US3061058A (en) * 1959-12-28 1962-10-30 Elmer J Barth Clutch and transmission control system
US3204730A (en) * 1961-04-01 1965-09-07 Magneti Marelli Spa Automatic friction clutch control of motor vehicles
US3228496A (en) * 1961-11-04 1966-01-11 Gen Motors Corp Automatic gear-change mechanism
US3379291A (en) * 1965-05-11 1968-04-23 Glenn T. Randol Transmission with clutch having fluid and spring release means
US3667577A (en) * 1969-04-28 1972-06-06 S I D A R O Soc Ind De Disposi Vehicle speed responsive controls for transmission, clutch and engine
US3756358A (en) * 1970-07-24 1973-09-04 Bosch Gmbh Robert Interrelated controls for gearing, clutch, brakes and engine
US3910388A (en) * 1973-08-07 1975-10-07 Nissan Motor Shifter with switches for sequentially operating a transmission and clutch

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2104934A1 (de) * 1971-02-03 1972-08-17 Bosch Gmbh Robert Steuereinrichtung zum Betätigen einer Fahrzeug-Reibungskupplung

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2560870A (en) * 1947-10-09 1951-07-17 Mack Mfg Corp Automatic shifting mechanism for hydraulic-mechanism transmissions
US2637425A (en) * 1951-05-25 1953-05-05 Bendix Aviat Corp Transmission operating mechanism
US2945100A (en) * 1955-02-14 1960-07-12 Ferodo Sa Gear-changing control
US3061058A (en) * 1959-12-28 1962-10-30 Elmer J Barth Clutch and transmission control system
US3204730A (en) * 1961-04-01 1965-09-07 Magneti Marelli Spa Automatic friction clutch control of motor vehicles
US3228496A (en) * 1961-11-04 1966-01-11 Gen Motors Corp Automatic gear-change mechanism
US3379291A (en) * 1965-05-11 1968-04-23 Glenn T. Randol Transmission with clutch having fluid and spring release means
US3667577A (en) * 1969-04-28 1972-06-06 S I D A R O Soc Ind De Disposi Vehicle speed responsive controls for transmission, clutch and engine
US3756358A (en) * 1970-07-24 1973-09-04 Bosch Gmbh Robert Interrelated controls for gearing, clutch, brakes and engine
US3910388A (en) * 1973-08-07 1975-10-07 Nissan Motor Shifter with switches for sequentially operating a transmission and clutch

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5094079A (en) * 1987-10-22 1992-03-10 Automotive Products Plc Master cylinder assembly
US5105922A (en) * 1991-04-01 1992-04-21 Dana Corporation Hydraulic clutch and transmission actuating system
US5273143A (en) * 1991-07-30 1993-12-28 Fichtel & Sachs Ag Arrangement for operating a friction clutch of a motor vehicle, in particular of a truck
US5363946A (en) * 1993-06-02 1994-11-15 Chang Shih Hung Automation device for automobile manual shift system
EP1134457A3 (fr) * 2000-03-14 2004-11-17 MAN Nutzfahrzeuge Aktiengesellschaft Appareil et procédure por réduire la charge de travail d'un conducteur dans un véhicule avec boíte de transmission manuelle
CN101524962B (zh) * 2009-04-17 2012-07-04 北京理工大学 离合器操纵系统
US20130113597A1 (en) * 2010-06-28 2013-05-09 Abb Technology Ag Transformer with shielded clamps
CN103115085A (zh) * 2013-03-12 2013-05-22 湖南南车时代电动汽车股份有限公司 一种混合动力车用自动离合器执行机构
CN103115085B (zh) * 2013-03-12 2015-07-01 湖南南车时代电动汽车股份有限公司 一种混合动力车用自动离合器执行机构
CN106164524A (zh) * 2014-03-31 2016-11-23 舍弗勒技术股份两合公司 离合器操纵设备
CN106164524B (zh) * 2014-03-31 2019-06-18 舍弗勒技术股份两合公司 离合器操纵设备
CN106704576A (zh) * 2017-01-03 2017-05-24 特百佳动力科技有限公司 一种用于汽车手动变速箱的自动离合器控制系统
CN106704576B (zh) * 2017-01-03 2018-04-10 特百佳动力科技有限公司 一种用于汽车手动变速箱的自动离合器控制系统
RU179916U1 (ru) * 2018-01-22 2018-05-29 Публичное акционерное общество "КАМАЗ" Пневмогидравлический привод сцепления

Also Published As

Publication number Publication date
DE2856150C2 (fr) 1987-05-14
HU177540B (en) 1981-11-28
DE2856150A1 (de) 1979-07-19

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